Railroad-switch-operating mechanism.



J. L. MILLER.

RAILROAD SWITCH OPERATING MECHANISM.

APPLICATION FILED SEPT. 18. 1914.

Patented Mar. 16, 1915.

B SEEETSSHEET 1.

Inventor;

Attorneys THE NORRIS PETERS 60., PHOTD-LITHO.. \VASHINCTON, u. c

6 SHEETS-SHEET 2.

Patented Mar. 16, 1915.

J. L. MILLER.

RAILROAD SWITCH OPERATING MECHANISM. APPLIOATION PiLED SEPT.18, 1914. 1,1 3 1 ,940.

Wfisses %%?)%W M Attorneys J. L. MILLER.

RAILROAD SWITCH OPERATING MECHANISM.

APPLICATION FILED SEPT. 18. 1914.

Patented Mar. 16, 1915.

8 SHEETSSHEBT 8.

Attorneys.

Witnesses 07/,7/ @1 1.

J. L. MILLER. RAILROAD SWITCH OPERATING MEGHANISM.

APPLIGATIONIILED SEPT.18, 1914.

1,131,90. Patented r-16,1915.

B SHEETS-SHEET 4.

Witnesses J. L. MILLER. RAILROAD SWITCH OPERATING MEGHANISM.

APPLICATION FILED SEPT. 18. 1914. 1,1 31,940. Patented Mar. 16, 1915.

6 SHEETS-SHEET 5.

\ 76 L F 1-1: I! i914 /1 0 0 I 7; 1 a; @Z% 74 g Z/ 76 1 W [3| 1 1% ,immzzzw 0%? by i 'r I Attorneys THE NORRIS PETERS c0. PHOT0-LITHO.. WASHINGTON. n. c.

J. L. MILLER.

RAILROAD SWITGH OPERATING MECHANISM.

APPLICATION FILED SEPT. 18, 1914.

Patented Mar. 16, 1915.

8 SHEETS-SHEET 6. Y

Witnesses 6 WM.

Attorneys.

THE NORRIS PETERS CCL. PHOTD-LITHO.. WASHINGTON. D. C

- UNITED FBTATEF PATENT OFFlQE.

JOHN LEE MILLER, 013 FORT COLLINS, COLORADO, ASSIGNOR 0F ONE-FOURTH TO HATTIE A. BOSS, OF FORT COLLINS, COLORADO.

RAILROAD-SWITCH-OPERATIN G MECHANISM.

Specification of Letters Patent.

Patented Mar. 16, 1915.

Application filed September 18, 19 Serial No. 882,359.

To all whom it may concern:

Be it known that 1, JOHN L. MILLER, a citizen of the United States, residing at Fort Collins, in the county of Larimer and State of Colorado, have invented a new and useful Railroad-SwitchOperating Mechanism, of which the following is a specification.

The present invention relates to improvements in railroad switch operating mechanisms, one object of the invention, being the provision of a mechanism for operating a switch by a passing train, the same being so constructed and arranged as to permit of the fireman upon the engine or the brakeman upon the last car of the train depending upon the direction in which the train is moving to manually control a means to operate the switch so that the train may take the siding, means at the opposite end being controlled to reset the switch in its original position and thus render it unnecessary for the switch to be controlled manually by the brakeman or from a tower.

A further object of the present invention, is theprovision of a simple inexpensive and durable switch controlling mechanism by means of which the switch may be operatedby a passing train in either direction, that is when approaching a siding or leaving the siding to the main line.

A still further'object of the present invention is the provision of a novel mechanism carried by the train for controlling a switch throwing mechanism, such mechanism being manually operated to permit of the proper selection and operation of the switch.

With the foregoing and other objects in view which will appear as the description proceeds, the invention resides in the combination and arrangement of parts and in the details of construction hereinafter described and claimed, it being understood that changes in the precise embodiment of the invention herein disclosed can be made within the scope of what is claimed without departing from the spirit of the invention.

In the drawings-Figure 1 is a top plan view showing a portion of the main line and the siding and the switch points thereof, with the present invention in operable relation thereto. Fig. 2 is a vertical secticnal view through the train controlled switch operating mechanism stationed at the proper distance from the switch points to insure the operation of the switch before the full approach of the train thereto. Fig. 3 is a section taken at right angles to that shown in. Fig. 2. Fig. 4 is a top plan view of the complete stand. Fig. 5 is a section taken on line of Fig. 2. Fig. 6 is a section taken on line 66 of Fig. 2. Fig. 7 is a detail view of the member adapted to be engaged by the train controlled mechanism to operate the switch. Figs. 8 and 9 are detail views of the cable carrying means. Fig. 10 is a vertical section through the stand adjacent to the switch point, said section being taken upon line 1010 of Fig. 11. Fig. 11 is a cross section taken on line 11-11 of Fig. 10. Fig. 12 is avertical section taken on line 12-12 of Fig. 13. Fig. 13 is a section taken on line 1313 of Fig. 10. Fig. 1 1 is an enlarged detail sectional view through the means for locking the switch point operating disk. Fig. 15 is a side elevation of a locomotive tender with the present mechanism for actuating the switch shown installed. Fig. 16 is a section taken on line 1616 of Fig. 15. Fig. 17 is a view in elevation taken from the left as viewed in Fig. 15, dotted lines illustrating the position of the projecting switch actuating member. Fig. 18 illustrates the application of the present invention to a passenger coach. Fig. 19 is a view in elevation showing the application of the present invention to a flat car. Fig. 20 is a bottom plan view thereof. Fig. 21 is a longitudinal sectional view through the switch operating mechanism carried by the moving train. Fig. 22 is a detailed view of the member thereof. Figs. 23, 24E and 25 are detailed views of various parts of the present train carried mechanisn Referring to the drawings, and more particularly to Figs. 1 through 14, 30 desig-- nates the switch points which are connected as is usual for movement in unison, a link 31 being connected for throwing the tongue. This link 31 as clearly illustrated in Fig. 11, is connected to the cross arm 32 which is fixed upon the oscillatory shaft 33 mounted in the casing 31 of the base 35. Fixed upon the shaft 33 for rotation therewith, is the disk 36 which carries the plate 37, said plate 37 being held in place for vertical sliding movement by means of the bolts 38, as illustrated in Fig. 14 and carrying the two rollers 39 which ride upon the upper face of the base 35 to cooperate with the depressions i0 and 40 to thus lock the shaft or rod 33 in either selected position. The bolt 11 is secured to the disk 36 and the telescopic cap 12 fitting the cylinder 43, the spring 4% being incased therein and normally holding the plate 37 downwardly and the roller 39 resiliently upon the upper face of the base 35. Projecting upward from the upper face of the disk 36 are four pins arranged in pairs as 45 and 15. Connected to the pins 15' are the respective terminals of an operating cable or flexible connection 46 which extends to and is connected to the operating mechanism 47 adjacent the siding S of the main line M; while connected to the pins 45' are the two crossed flexible connections 18, which extend in an opposite direction to the connections 46 to the train operated switch actuated mechanism 49. Illustrated in Figs. 8 and 9, are the brackets 50 which are disposed to support the cable guiding pulleys 51 from the switch stand 34 to the operating mechanisms.

As the description and construction of the mechanisms 17 and 49 are identical, the description of one will suflice for both. Each mechanism consists of the base plate 52 and its casing 53 in which is journaled for oscillation, the shaft 54:. This shaft 5 1 is a vertical shaft and has fixed thereon, and thereto, for movement therewith, a disk 55, the same being provided with the pins 56, two in number, for engaging the terminals of the respective cables 46 or 4:8 so'that when the shaft bat is oscillated, as will presently appear, the respective cables are operated to oscillate the switch throwing shaft 33 and consequently move the switch points 30. Fixed upon the shaft 54: within the casing 53 above the disk 55 is a disk 57 provided with the beveled gear teeth 58 which are in mesh at all times with the beveled gear 59 fixed upon the horizontal shaft 60 which in turn is journaled in the support 61 within the casing 53 and bear in opposition to the anti-frictional rollers 62 carried in the support 63, such anti-frictional rollers 62 engaging the under side of the disk 57, as clearly illustrated in Figs. 2 and 3. Fixed upon the outer end of theshaft 60 is the bell crank member 64, which is the operating means for oscillating the shaft 60 and through it controlling the switch point operating mechanism, the arms 65 and 66 thereof, being adapted to be projected in a vertical position so as to be operated by the mechanism, as will later appear carried by the train to impart the desired oscillation to the shafts 60 and 51.

It will thus be seen that any mechanism carried by the train that can be projected far enough to engage either one of the arms 65 or 66 depending upon the direction or the position of such arm that such 'arm will transmit motion to theshaft60 and through the vertical shaft 54: and the disk 55 and the cable or connection 16 or 48 oscillate the disk 36 and consequently the switch point operating shaft 33, the resilientlyheld locking rollers 35) in either position being seated within the recesses 40 or 4.0 to thus hold the switch points in the desired position and against accidental displacement.

In Figs. 15 through 25, there is illustrated a mechanism by means of which the member to the tender T of the locomotive, the bar 67 being mounted for reciprocation within the tubular support 68, so that either roller 69 mounted for rotation upon the reduced ends 70, as illustrated in Fig. 22, may be moved outwardly to assume the dotted line position, as shown in Fig.17, to be thus placed in the path of the operating member 6 1. Various mechanisms may be adapted for projecting the member 67, it preferably being supplied with a single lug 71- slidable within the slot 72 of the casing 68, said lugs also acting as a means to prevent the rotation of the member 67 there'within. Connected to the lugs 71 are the terminals of the cable 73, which may be operated upon by the transversely swinging lever 75?, as shown at the left in Figs. -15 and 16, or through the rotatable shaft 75, shown at the right in Figs. 15 and 16. in either event the cable is operated to actuate the member 67 to pro ject it at either side desired.

here the present mechanism is adapted for use upon a passenger car, as shown in Fig. 18, the hand wheel operated shaft 7 5 is preferable, while when the device is used in connection withflat cars, as shown in Figs. 19 and 20, the transverse shaft 7 6 mounted below the body of the car and having the ends of the cable 71 wound there- In assembling the casing 68 and its member 67, the bracket 7 6, as clearly illustrated in Figs. 21, 23, 24 and 25 is preferred, although the same may be varied according to the requirements of installation.

Where the device is used upon a freight train, the mechanism as shown in Fig. 15 will be placed upon the tender of the engine, while that shown in Fig. 18 will be placed upon the caboose or last car, and where no caboose is used, the mechanisms as shown in Figs. 19 and 20 upon the flat car are used.

By this means, it will be seen that the projection of the member 67 is under the control of the trainman and all can be operated from the train while in motion so that when the train is moving in the proper direction with the locomotive pulling the same, the fireman without leaving the locomotive can operate the shaft 75 and thus project its member 67 to throw the switch by means of the mechanism 49, the same being withdrawn after passing the same so that the train can fully pass within the siding S, the brakeman within the caboose or upon the last car of the tran actuating the member 67 to operate the mechanism 17 and thus operate the switch in the opposite direction and place it in its normal position with the main line clear.

From the foregoing description, it is evident that with an installation as here shown, that the various switch points in railroads can be operated without the necessity of bringing the train to a halt and of manually operating them by the trainman or brakeman, the fireman selecting the operation of the switch while the trainman upon the last car will see that it is operated upon the opposite direction.

By providing the mechanism 67 for projection at either side of the train, the switch mechanisms 41'? and 19 can be readily actuated with the train moving in any direction, it being essential that the first mechanism operates the nearer one and the last mechanism operates the farther one.

Where found necessary and desirable, the cables &6 and 18 with the adjacent guiding means may be disposed below the round incased in incasements of concrete or other like material, the upper portions of the casing being removable and constructed of boiler sheet or other material to permit ready access to the parts. It is also apparent that the parts may be locked by a padlock or the like as is the usual custom in switch stands now in vogue, thus to prevent the mischievous operation of the devices. It is also apparent where the three rollers 63 are used in the constructions as shown in Figs. 2 and 3, that only one roller may be employed to oppose the effect of the beveled gear 59. It is also apparent that two lugs 71 may be employed where a single lug 71 is-used upon the switch actuating projected bar 67, and also that the cable 73 may be a chain, or in fact any other mechanism which will properly operate the bar.

What is claimed is:

1. The combination with a switch point operating mechanism, including a stand having a vertical shaft operably connected to the switch point, two stands disposed in spaced relation one upon each side of the first stand and each provided with a vertical shaft, disks carried by each of the three shafts and operably connected together for movement in unison, a lateral shaft operably connected to the vertical shaft of each of the last two stands, a train actuated means connected to the lateral shaft in the path of the train, and means carried by the train for engaging the latter means to operate the switch points.

2. The combination with a switch point operating mechanism, of a base, a casing above the base, a vertical shaft, means connected to the lower end thereof for engaging the switch point, a disk fixed to the shaft, operating mechanism connected to the disk for oscillating the shaft, cooperative locking means carried by the disk and the base for locking the disk in either extreme position, said cooperative means including a plate carried by the disk and disposed for slight vertical movement away therefrom, a pair of rollers carried by the plate and adapted to ride upon the base, said base being provided with a plurality of depressions for receiving the rollers, and a spring for holding the rollers in resilient engagement with the base.

3. The combination with a switch point operating mechanism, of means connected to the switch point, means operably connected to the latter means for oscillating the same including a base, a casing covering the same, a vertical shaft journaled in the base and the casing, a. disk fixed thereto and operably connected to the switch operating means, a mutilated beveled gear fixed to the shaft within the casing, a shaft journaled within the casing and extending at right angles to the vertical shaft, the outer end being exterior of the casing and in the path of a moving train, a beveled gear fixed there on and engaging the mutilated gear to operate the shaft, and a train operated means carried upon the outer end of the shaft.

4. The combination with a switch point operating mechanism, of means connected to the switch point, means operably connected to the latter means for oscillating the same including a base, a casing covering the same, a vertical shaft journaled in the base and casing, a disk fixed thereto and operably connected to the switch operating means, a mutilated beveled gear fixed to the shaft Within the casing, a shaft journaled Within the casing and extending at right angles to the vertical shaft, the outer end being exterior of the casing and in the path of a moving train, a beveled gear fixed thereon and engaging the mutilated gear to operate the shaft, and a bell crank lever connected to the outer end of the last shaft for disposing one or the other of its arms in 10 the path of the train.

In testimony that I claim the foregoing as my own, I have hereto afiixed niyasignature in the presence of two Witnesses.

JOHN LEE MILLER. Witnesses:

GEO. E. TOOMEY, E. I. COOKIE.

Copies of this patent may be obtained for five cents each, by addressing the Commissioner of Patents,

Washington, D. C. 

